Propeller or propeller drive

ABSTRACT

A propeller or propeller drive, the propeller being carried by a support shaft ( 3 ) which projects from the body ( 53 ) of the missile or vehicle and about which the propeller rotates, the drive unit for the propeller being situated in front of the propeller ( 23 ) in the propulsion direction or in the propeller spinner ( 1 ). According to the invention it is provided that the drive unit has at least one gas turbine ( 55 ), optionally a multiple-stage gas turbine, which is secured to the drive shaft and which drives it or jointly rotates with it, and that the drive shaft ( 6 ) is traversed by the support shaft ( 3 ) or is mounted thereon in a rotating manner and drives the propeller ( 23 ), optionally by way of a gear mechanism ( 14 ) situated between the turbine ( 55 ) and the propeller ( 23 ).

The object of the invention is to provide a compact drive unit with orfor a propeller. A further object of the invention is to provide apropeller with a drive unit or propeller-drive units. Propellers orpropeller drives of this type can be used for example in the case ofmissiles, in particular propeller-driven aeroplanes or drive pods foraircraft or watercraft of any type.

The drive unit should be accommodated in the propeller spinner andshould utilize the otherwise unused space in an aerodynamically idealmanner, so that it is possible to dispense with bulky engine spaces inthe body and a power transmission—possibly complicated—to the propeller.The seats for the pilot and additional persons should be providedimmediately adjacent to the propeller. In addition, in view of thelimited space available in the propeller spinner, the drive unit shouldbe designed in a mechanically simple manner and should be capable ofhigh performance, and the drive unit, in particular in the form of adrive pod for aircraft and watercraft, should permit an aerodynamicallyideal shape.

In the case of a propeller or propeller drive in accordance with thetype defined in the introduction, these objects are attained with thefeatures set out in claim 1.

By means of the arrangement, according to the invention, of a gasturbine on a drive shaft situated in front of the propeller, i.e. infront in the propulsion direction, a smoothly running and compacthigh-performance drive unit is made possible.

In this case it is particularly advantageous for the features of claim 2to be used in accordance with the power of the turbine. In the case oflower-powered turbines, it is structurally advantageous for thecompressor stage to be arranged in front of the turbine. If higherperformances are desired, a multiple-stage axial turbine with acompressor stage arranged to the rear contrary to the propulsiondirection is used, these in turn being jointly arranged in front of thepropeller in the propulsion direction.

The compressor stage can be at least one radial compressor stage, or anaxial compressor stage or combined versions. The turbine can be asingle- or multiple-stage radial or axial turbine or a combined version.It is provided in a space-saving manner that a radial compressor isprovided as the compressor stage and an optionally multiple-stage radialturbine is provided as the turbine.

A particularly space-saving design is produced with the features ofclaim 3 when the turbine and the compressor stage are formed by a singlecomponent mounted on the drive shaft. The component has on one of itssides the compressor blades of the turbine stage and on its other sidethe turbine blades. In this way, very short structural lengths can beachieved, so that account is taken of the limited space in the propellerspinner. In addition, a component of this type does not project to anexcessive degree radially, so that the said component can beaccommodated in the forward end region of the propeller spinner in asatisfactory manner in terms of space.

The features of claim 4 are advantageous in a further advantageousutilization of the restricted availability of space in the propellerspinner. If the said structural elements are constructed in thisarrangement, this increases the compactness of the drive unit and allowsit to be accommodated in the propeller spinner in an advantageousmanner. This compact arrangement is assisted by the features set out inclaim 7. The radial extension of the individual structural elementsprovided can advantageously be selected in such a way that despite ahigh power output the internal contour of the propeller spinner isapproximated and so the space is filled up tightly. The features ofclaims 5 and/or 11 are advantageous, since a very short design in theaxial and longitudinal direction of the drive unit is made possible inthis way.

For mounting purposes and for the assembly and the stable retention ofthe gear mechanism it is advantageous when the features of claim 6 areprovided.

It is advantageous when the features of claims 12 and/or 13 areimplemented. In the case of an arrangement of this type the bearings aresituated as far as possible from the hot turbine or a suitablelubrication of the support shaft can take place at the same time ascooling of the oil in the oil cooler.

The features of claims 14 to 17 relate to advantageous arrangementswhich in turn contribute to the compact design and a transmission of thedriving forces delivered by the turbine to the propeller with as littleloss as possible.

The features of claim 19 are advantageous in the case of an axialturbine.

Advantageous embodiments of the invention are set out in the followingdescription and in the drawings.

FIG. 1 is a diagrammatic illustration in plan view of a propeller-drivenaeroplane with a propeller spinner situated in front of the propeller inthe flight direction. FIG. 2 is an illustration of a missile with apropeller or an engine pod or a drive unit for aeroplanes with aplurality of propellers or as a drive for other aircraft and watercraft.FIG. 3 is a diagrammatic cross-section through a drive unit according tothe invention. FIG. 4 shows an embodiment of a turbine compressor unit.FIG. 5 is a diagrammatic illustration of the mounting of a drive shafton the support shaft and the oil and lubricant circulation. FIG. 6 is adiagrammatic illustration of an exhaust diffuser. FIG. 7 shows thelocation of the join of the parts forming the support shaft. FIGS. 8 aand 8 b are diagrammatic illustrations of an oil cooler and of thearrangement of the fuel pump and the gear mechanism. FIG. 9 shows theguidance of fuel lines. FIG. 10 is a diagrammatic illustration of theguidance of the cooling air and the combustion air. FIGS. 11 and 11 ashow an adjustment of the propeller blades. FIG. 12 is a diagrammaticillustration of a starter/generator unit. FIG. 13 shows the fastening ofthe support shaft on the drive-unit support or on the body of themissile. FIG. 14 is an external view of the propeller spinner. FIGS. 15a and 15 b show a drive unit with a folding propeller in the folded-downand opened state respectively. FIG. 16 shows an alternative embodimentof a turbine with a compressor stage.

FIG. 1 is a diagrammatic plan view of a single-motor propeller-drivenaeroplane 50 with a body 53 and a propeller spinner 1, which receives adrive unit according to the invention.

FIG. 2 is a diagrammatic side view of an engine pod 51 with a body formultiple-motor propeller machines or as a drive for an aircraft or watercraft, in which the drive unit according to the invention is arranged inthe propeller spinner 1 and suitable receiving facilities for fuel anddrive-unit components are provided in the pod 51.

FIG. 3 shows diagrammatically in a sectional view a propeller drive unitaccording to the invention. This drive unit is mounted on a drive-unitsupport 2 fastened in the body 53 of the missile or propeller-drivencraft or the engine pod, namely on a support shaft 3 projecting from thedrive-unit support 2 in the longitudinal direction. The support shaft 3comprises two parts, namely a first part 3′ fastened, and in particularwedged, in the drive-unit support 2, and a second part 3″ connected tothe said first part 3′ in a fixed manner.

A drive shaft 6 with bearings 8 and 9 respectively at the ends ismounted on the second part 3′ [sic—recte 3″] in a rotatable manner. Inits end region facing away from the propeller the drive shaft 6 carriesa compressor stage 7 with radial or axial wheels or blades 87. A gasturbine 55 is arranged immediately following the compressor stage 7 inthe direction of the propeller 23. The compressor stage 7 and theturbine 55 are advantageously constructed in the form of a one-piececomponent 86, i.e. the vanes 87 of the compressor stage 7 are formed onone side on a main component 6 and the blades or vanes 88 of the turbine55 are situated on the axially opposite side.

In principle, a plurality of compressor stages or a plurality ofturbines can be provided. The compressor stage and the turbine can beboth radial or axial and combined units. FIG. 4 is a diagrammaticillustration of a radial compressor stage 7 which is mounted on thedrive shaft 6. In this case the turbine comprises turbine vanes 88 of afirst, second and third compressor stage. A further possible variant isrepresented by the arrangement of the turbine in front of thecompressor, in order to be able to achieve an improved thermalseparation from the propeller. The guide vanes or rims required aredesignated 88′.

The combustion air supplied through a suction opening 5 in the propellerspinner 1 enters the compressor stage 7 through a central suctionopening 56 and is introduced into a suction manifold 57 through theradially extending blades 87 of the compressor stage 7 and passes fromthere into a reverse combustion chamber 11. The said combustion chamber11 is used for shortening the structural length of the drive unit. Inthe same way, a conventional combustion chamber could be provided, inwhich case the turbine 55 would have to be arranged at the end of thecombustion chamber so as to be spatially separate from the compressorstage 7.

On grounds of space it may be advisable for the combustion chamber 11 tobe constructed in the form of a reverse combustion chamber, the inlet ofwhich is connected to the air outlet of the compressor stage 7 situateddirectly in front of the combustion chamber 11 in the longitudinaldirection of the support shaft 3 and the outlet of which is connected tothe inlet of the turbine 55 situated directly in front of the combustionchamber or surrounded by the combustion chamber 11 at least in part.

The forward part of the housing 65 of the combustion chamber 11 is usedfor receiving the air compressed by the compressor stage 7, so that thecompressor stage 7 conveys directly into the combustion chamber 11, areversal of air taking place in the region 57. The combustion gases,which flow out of the reverse combustion chamber 11, are likewisereversed radially by way of an outlet manifold 59 and encounter thevanes 88 of the turbine 55 in the radial direction. The outlet openingsor the gas ducts are part of the combustion-chamber housing 65. Theturbine 55 is bounded radially on the outside by the inner wall of thecombustion-chamber housing 65, or a separate housing for the turbine 55is not necessary if the turbine 55 is bounded by the inner wall of thecombustion-chamber housing 65. The inner wall of the combustion-chamberhousing 65 then leads the escaping exhaust-gas flows directly to theexhaust-gas diffuser 12.

Fuel is sprayed into the combustion chamber 11 by means of afuel-injection device 58. The air supplied by the compressor stage 7 isintroduced into the combustion chamber 11, in particular throughopenings 89 formed in the walls of the combustion chamber 11. Thecombustion gases passing out of the reverse combustion chamber 11 aresupplied to the turbine 55 by way of the outlet manifold 59 in theradial direction and set the said turbine 55 in a corresponding rotationwhich the drive shaft 6 and the compressor stage 7 follow.

The gases passing out of the turbine 55 arrive in an exhaust-gasdiffuser 12. The exhaust-gas diffuser 12 imparts a rotation to the gasesand the jet of exhaust gas set in rotation in this way is removed, byway of an exhaust [duct] 13 adapted to the flow and preferablyomega-shaped, to the outside. As shown in FIG. 6, the exhaust-gas flowpassing out of the turbine 55 is set in rotation by the swirl vane 61 ofthe exhaust-gas diffuser 12 and is led into the preferably omega-shapedexhaust-gas duct 71. In this case the exhaust gases are accelerated tothe correct level and are removed from the spinner 1 through the exhaustduct 13 at an angle advantageous in terms of flow dynamics.

The driving power is transmitted from the drive shaft 6 to a gear unit14 in which a reduction gear 15 is preferably arranged. An oil cooler16, an oil pump 17 and an oil filter 18 are carried by the gearmechanism 14, starting in a direction towards the propeller spinner 1.The mechanical drives for a fuel pump 19 and a fuel-control device 20are provided in the centrally arranged apertures in the oil cooler.

The gear unit 14 steps down the rotational speed of the turbine 55 orthe drive shaft 6 to the rotational speed of the propeller 23 andincorporates the oil pump 17, an oil tank 17′, an oil filter 18 and theoil cooler 16 in a very narrow design, as shown in greater detail inFIGS. 8 a and 8 b. The reduction wheels of the gear mechanism 14 whichare provided are used for driving the fuel pump. The oil cooler 16 isconstructed in a blade-like manner and thus allows the arrangement ofsubsidiary units, in particular the arrangement of the fuel pump 19 andthe rate regulation or the fuel-control device 20 in the interspaceformed.

The end of the drive shaft 6 towards the propeller is provided with adriving gearwheel 100 which meshes with a gearwheel 101 which carries agearwheel 102. The gearwheel 102 meshes with a further gearwheel 103which has a take-off gearwheel 104. The said take-off gearwheel 104meshes with the take-off wheel 106 of the gear mechanism 105. The saidtake-off wheel 105 carries the propeller take-off flange 22 which isoptionally mounted on a bearing 60 of the first part 3′ of the hollowshaft 3. The take-off wheel 105 meshes with the driving wheel 106 of theoil pump. In this way, a very flat gear mechanism is produced, which canalso drive the oil pump or can also convey the fuel by way of furthergearwheels or can drive a fuel pump. The said gearwheels are mounted inthe gear-mechanism housing, which in turn is fastened on the hollowshaft 3 in a fixed manner in the region of the location of the join ofthe parts 3′ and 3″.

The driving moment is transmitted from the gear mechanism 14 by way of agearing take-off flange 22 to the propeller 23 which can have anintegrated jointly rotating blade-adjustment device 24. Theblade-adjustment device 24 is actuated by way of adjustment meansarranged on the drive-unit support 2 and actuable from the interior ofthe body 53. As shown in FIG. 11, the jointly rotating blade-adjustmentdevice is adjustable in an axial manner manually or by way of a separateoperating unit. A continuous ring 75 is provided for the axialpositioning of the lever mechanism comprising levers 76 and 77. As aresult of actuating a control member 76 in a suitable manner, thecontinuous ring 75 is adjusted resting against the adjustment mechanismfor the blades of the propeller 23 by way of a lever mechanism 76, 77loaded by a pull-back spring 77.

The driving force necessary for starting or for generating current istransmitted by way of the propeller take-off flange 25 with atoothed-belt pulley 26 connected thereto. The belt drive 27 representsthe mechanical link with the starter or to the generator 28. FIG. 12shows a starter motor 28 which is carried by the drive-unit support 2and which engages by way of the toothed-belt drive 27 on the gearingtake-off flange 22 of the propeller 23 or which can set the propeller 23and thus the gear mechanism 14 or the turbine 55 in rotation.

The axial and radial fastening of the hollow shaft 3 on the drive-unitsupport is preferably carried out with clamping elements 29 and atoothing¹ anti-twisting device 30 or with an axial Seeger circlip ring31. FIG. 13 shows the radial and axial fastening of the support shaft 13constructed in the form of a hollow shaft on the drive-unit support 2.The fastening is advantageously carried out with clamping elements 29and a toothing or anti-twisting device 30 and finally the axial securingmeans 31, in particular a Seeger circlip ring which secures a threadedring 79. The wedge-shaped clamping elements 29 are clamped with thethreaded ring 79, which is prevented from rotating, and provide a secureseat of the support shaft 3 in the drive-unit support 2.¹N.B. The word Verzahlung was not found in any reference consulted, buton the basis of Internet searches appears to mean “co-operation” or“collaboration”, which makes little sense in this context. It has beenassumed in the translation that it is a typographical error forVerzahnung meaning “toothing” etc.

The gear mechanism 14 is fastened or fixed on the hollow shaft 3. Thisfastening or fixing takes place in particular in the portion of thehollow shaft 3 in which the first part 3′ is connected to the secondpart 3″. This simplifies the mounting of the drive unit; first themounting of the gear unit 14 on the first part 3′ takes place and thenthe fastening of the second part 3″ to the first part 3′, optionallyaccompanied by clamping the gear unit 14 on the first part 3′ in a fixedmanner when the two parts 3′ and 3″ are joined. FIG. 7 shows the join ofthe first part 3′ and of the second part 3″ of the hollow shaft 3. Thefirst part 3′ is inserted into the second part 3″, in which case agroove 71, into which the gear mechanism 14 can be inserted or clamped,is formed between the parts. The two parts 3′ and 3″ can be optionallyconnected to each other by bolts and suitable bolt-securing means.

It is clear from FIG. 3 that the turbine 55 and also the exhaust-gasdiffuser 12 and its swirl vanes 61 are surrounded or enclosed by thehousing 62 of the combustion chamber 11. In this way, the axial lengthof the drive unit is shortened.

As may be seen from FIG. 3, the contour of the drive unit or the contourof the components forming the latter follow the internal contour of thepropeller spinner 1. The elements arranged in succession in thelongitudinal direction of the support shaft, namely the compressor stage7, the turbine 55, the combustion chamber 11, optionally the oil cooler16, the gear mechanism 14 or its housing and optionally the coolingplate of the oil cooler 16 have an external contour which approximatesthe course of the inner wall of the spinner 1. This results in a verycompact drive unit which is satisfactorily accommodated in the propellerspinner 1.

It is advantageous for the support shaft 3 to be constructed in the formof a hollow shaft, since in this case a supporting or actuating rod 63for the displacement of the spinner 1, which can be adjusted in thelongitudinal direction of the support shaft 3 by the said supporting oractuating rod 63, can be guided in the hollow shaft. The purpose of thisis that, in the case where the propeller 23 is constructed in the formof a folding propeller, the propeller spinner 1 can be displacedforwards in order to form the gap for the propeller 23.

It is also advantageous for the compressor 7 and the turbine 55 to bearranged directly in the foremost region of the propeller spinner 1,since the air entering through a suction opening 5 formed in the spinner1 can be drawn in this way directly into the suction opening 56 of thecompressor housing.

It is also possible for the turbine housing or compressor housing andoptionally the combustion-chamber housing 65 to be supported on thesupport shaft 3 in the end region of the latter remote from thepropeller. In particular, a bearing 63 axially displaceable on thesupport shaft 3 can be provided for this case, in order to be able tocompensate thermal expansion, in particular of the combustion-chamberhousing 65.

The bearing 63 is illustrated only in outline in FIG. 3.

The support of the housing 64 of the compressor stage 7 and the housing65 of the combustion chamber 11 takes place primarily by way of thegear-mechanism housing and it does not affect the mounting of therevolving drive shaft 6 which rotates about the stationary support shaft3.

The bearings 8 and 9 of the drive shaft 6 are arranged in the region ofor on the axial ends of the drive shaft 6 in order to optimize thecooling. In order that at least the bearing 8 arranged on the side ofthe compressor stage should be lubricated to an adequate degree, an oilcircuit with pump conveying is provided, which provides an adequatelubricating film of oil-spray. FIG. 5 shows the gap 66 for the oil flowwhich runs between the drive shaft 6 and the support shaft 3 and whichis led by way of the gear mechanism 6 and/or the oil cooler 16 andenters the part 3″ of the support shaft 3 in the region of the gearmechanism and is led through the support shaft 3 to the forward mainbearing 8 and enters the gap 66 again from the said main bearing 8. Asuitable pump wheel is incorporated in the region of the bearing 8 inorder to ensure the oil supply.

The numeral 21 indicates an exit point or an outlet for control andsupply lines out of the interior space of the first part 3′ of thehollow shaft 3, in order to be able to supply the drive unit with fuelor to control it.

FIG. 9 shows the possibility of leading fuel lines or control linesthrough a sealed-off recess 21 in the gearing part in the manner alreadyillustrated in FIG. 7.

FIG. 10 shows the flow of the cooling air drawn in, which is conveyed bya cooling plate or a ventilator 21 jointly rotating with the take-offflange 22 or the propeller 23. The quantity of air conveyed isdischarged radially by way of outlet openings 72 in the spinner 1. Inthis case the air drawn in is led off by way of the air cooler 16.

As may be seen from FIG. 14, cooling-air outlets 72 are formed in thepropeller spinner 1 for the air which has entered through the suctionopening 5. The gap between the propeller spinner 1 and the casing of thebody is covered with a jointly rotating slide block 90 in which theoutlet openings 72 for the cooling air can optionally be formed.

FIG. 15 a shows a propeller, which is constructed in the form of afolding propeller, in its setting with the blades folded down. In thiscase the spinner 1 can be adjusted by the support and actuating rod 63in such a way that the propeller spinner 1 rests against the body oradjoins the body directly without a gap. In FIG. 15 b the propellerspinner 1 is illustrated in its advanced setting in which it frees thepropeller 23, so that the propeller blades can be extended or swung up.The movement of the propeller spinner 1 is not impeded by the design ofthe drive unit, and the propeller spinner 1 surrounds, at a suitabledistance, the external contour of the drive unit which approximates itsinternal contour so that the axial displacement of the propeller spinner1 is possible without adverse effects.

In the case of the drives according to the invention, it is possible forpropellers capable of being pivoted in or propellers not capable ofbeing pivoted in to be provided in the same manner. These may be rigidpropellers or propellers adjustable with respect to their angle ofincidence.

FIG. 16 shows an embodiment of the invention in which the support shaft3 is constructed in one piece. A drive shaft 6, which carries atwo-stage axial turbine 55, is mounted in a rotatable manner on thesupport shaft 3. The turbine vanes 88 are connected to the drive shaft6; the guide rims 88′ of the axial turbine 55 are fastened to thecombustion-chamber housing 65. The combustion-chamber housing 65 and thecompressor-stage housing 64 are situated in front of the gear mechanismor are carried by the gear-mechanism housing 14.

The compressor stage 7 situated between the turbine 55 and thegear-mechanism housing 14 comprises compressor vanes 87 which eitherrotate with the drive shaft 6 or, as in the present case, are formed ina stationary manner on the compressor housing 64 and/or on thecombustion-chamber housing 65. The supply of combustion air takes placeby way of an inlet 5 formed in the spinner 1. The air entering throughthe inlet 5 flows—as indicated by arrows—by way of the oil cooler 16 asa result of a suitable suction action into the compressor stage 7, inwhich case the air flowing in is led by way of baffle plates 111.

The fuel-injection units provided in the turbine housing orcombustion-chamber housing 65 are not shown.

The compressor-stage housing 64 and the combustion-chamber housing 65are supported in a bearing 63 on the support shaft 3. A lubricantcircuit is formed in the gap between the drive shaft 6 and the supportshaft 3.

The exhaust-gas duct or outlet for the combustion gases from thecombustion-chamber housing 65 is not shown in FIG. 16. The exhaust-gasduct is situated in the region of the combustion-chamber housing 65 andconsists in a suitable outlet manifold which opens into an outletopening in the spinner 1.

The annular combustion chamber arranged in front of the turbine 55charges the combustion air supplied and this charged air is relaxed inthe turbine stage and is removed by way of the outlet duct (not shown)situated in the forward region of the spinner.

The propeller 23 is driven in a comparable manner to what is illustratedin FIG. 3. The power transmission between the gear mechanism and thepropeller is not taken into consideration in the illustration of FIG.16.

In the case of the embodiment as shown in FIG. 16, it is also clearlyevident that the structural groups arranged in succession in the spinner1, namely the two-stage axial turbine 55, the compressor stage 7, theoil cooler 16 and the gear mechanism 14, follow the internal contour ofthe spinner with respect to their radial extension in relation to thesupport shaft 3 . . . the internal contour of the spinner 1 ¹ or aresatisfactorily adapted to them. In this way, the dimensions of eachindividual structural group are fully observed and an optimum packingdensity is achieved.¹N.B. The syntax of the original German is uncertain. Omitted text ordittography might perhaps be involved.

Since the turbine 55 is arranged in front of the compressor 7, asatisfactory thermal separation from the propeller 23 is achieved.

In order to ensure the optimum thermal separation of the exhaust gas andthe propeller 23, the gear mechanism 14 and the propeller unit 23 arearranged behind the compressor stage 7 contrary to the propulsiondirection. This thermal separation takes place independently of thenature of the turbine used.

In the embodiment as shown in FIG. 16, the arrangement of the gearmechanism and the oil cooler takes place in a manner comparable with theembodiment as shown in FIG. 3; FIG. 16 is reversed laterally withrespect to the arrangement as shown in FIG. 3.

In the case of the propeller drive unit as shown in FIG. 16, theactuating rod 63 is omitted since the spinner 1 is fixed axially.

1. A propeller or propeller drive, preferably for missiles orwatercraft, in particular aeroplanes or engine pods, wherein thepropeller is carried by a support shaft (3) which projects from the body(53) of the missile or vehicle and, in particular, is formed by a hollowshaft and about which the propeller rotates, wherein the drive unit forthe propeller is situated in front of the propeller (23) in thepropulsion direction or in the propeller spinner (1), characterized inthat the drive unit has at least one gas turbine (55), optionally amultiple-stage gas turbine, which is secured to a drive shaft and whichdrives it or rotates jointly with it, and the drive shaft (6) istraversed by the support shaft (3) or is mounted thereon in a rotatingmanner and drives the propeller (23), optionally by way of a gearmechanism (14) situated between the turbine (55) and the propeller (23).2. A propeller or propeller drive according to claim 1, characterized inthat at least one compressor stage (7), the blades of which, fastened tothe drive shaft (6), rotate with the drive shaft (6) about the supportshaft (3) or are fastened to the combustion-chamber housing (65) and/orcompressor-stage housing (64), is arranged on the side of the turbine(55) facing away from the propeller or on the side facing the propeller,in particular adjacent to the turbine (55).
 3. A propeller or propellerdrive according to claim 1, characterized in that the turbine (55) orthe turbine vanes and the compressor stage (7) or the compressor blades(87) are combined to form a single, and in particular one-piececomponent (56).
 4. A propeller or propeller drive according to claim 1,characterized in that the gear mechanism (14) or the gear-mechanismhousing is fastened or fixed on the support shaft (3), and theoptionally multiple-stage combustion chamber (11) of the turbine (55) orthe combustion-chamber housing (65) and/or the compressor-stage housing(64) and/or an exhaust-gas diffuser (12) and/or an oil cooler (16) arecarried by the gear mechanism (14) or the gear-mechanism housing andextend from the side of the gear-mechanism housing remote from thepropeller in the direction of the turbine (55).
 5. A propeller orpropeller drive according to claim 1, characterized in that the turbine(55) and/or the exhaust-gas diffuser (12) or the swirl vane (61) thereofare surrounded or enclosed at least in part by the housing (65) of thecombustion chamber (11).
 6. A propeller or propeller drive according toclaim 1, characterized in that the support shaft (3) is constructed intwo parts and comprises two parts (3, 3′) capable of being joined toeach other, wherein the gear mechanism (14) is fastened in the joiningregion of the two parts (3′, 3″), in particular in the projecting endregion of the first part (3′) of the support shaft (3) supported by thebody or an engine support (2) fastened thereto.
 7. A propeller orpropeller drive according to claim 1, characterized in that the elementsfollowing in succession in the longitudinal direction of the supportshaft (3), namely the compressor stage (7) followed by the turbine (55)or the turbine (55) followed by the compressor stage (7), the combustionchamber (11), optionally the oil cooler (16), the gear mechanism (14) orthe gear-mechanism housing and optionally a cooling plate (67) have anexternal profile which approximates the shape of the inner wall of thespinner (1).
 8. A propeller or propeller drive according to claim 1,characterized in that a supporting and/or actuating rod (63) for theretention and/or for the displacement of the spinner (1) is guided bythe support shaft (3).
 9. A propeller or propeller drive according toclaim 1, characterized in that an optionally displaceable or closablesuction opening (5) is formed in the forward or lateral region of thespinner (1), and/or a suction opening (56), in particular central orsurrounding the drive shaft, is formed in the region of the turbinehousing and/or compressor housing (64) remote from the propeller.
 10. Apropeller or propeller drive according to claim 1, characterized in thatthe turbine housing and/or compressor housing (64) and/or thecombustion-chamber housing (65) are supported on the support shaft (3)in the region of the said support shaft (3) remote from the propeller,in particular with a bearing (63) axially displaceable on the supportshaft (3).
 11. A propeller or propeller drive according to claim 1,characterized in that the combustion chamber (11) is designed in theform of a reverse combustion chamber, the inlet of which is connected tothe air outlet of the compressor stage (7) situated upstream of thecombustion chamber (11) in the longitudinal direction of the supportshaft (3) and the outlet of which is connected to the inlet of theturbine (55) situated upstream of the combustion chamber (11) andsurrounded at least in part by the combustion chamber (11).
 12. Apropeller or propeller drive according to claim 1, characterized in thatthe drive shaft (6) is mounted at its axial ends with bearings (8, 9) onthe support shaft (3), in particular its second part (3″).
 13. Apropeller or propeller drive according to claim 1, characterized in thatan oil circuit optionally led by way of the gear mechanism (14) isformed or maintained in a gap (66) between the support shaft (3) and thedrive shaft (6) and optionally in the interior of the forward or thesecond part (3″) of the support shaft (3).
 14. A propeller or propellerdrive according to claim 1, characterized in that the propeller (23) iscarried by a take-off flange (22) which extends from the gear mechanism(14) in the direction of the body (53) and which is optionally mountedwith a bearing (60) on the hollow shaft (3).
 15. A propeller orpropeller drive according to claim 1, characterized in that the fuelline and, optionally, control lines (21) are led at least in partthrough the support shaft (3), optionally through the first part (3′) ofthe support shaft (3) close to the body as far as its end towards thegear mechanism, and out of the support shaft (3) to the fuel pump (19).16. A propeller or propeller drive according to claim 1, characterizedin that the fuel pump (19) and the fuel-control device (20) or a flowgovernor are arranged in the region of the plane of the oil cooler (16)or are combined with the said oil cooler (16) to form a unit.
 17. Apropeller or propeller drive according to claim 1, characterized in thatadjustment means (24) for adjusting the angle of incidence of thepropeller blades and/or a starter motor (28) driving the propeller (23)optionally directly are situated in the end region of the support shaft(3) towards the body.
 18. A propeller or propeller drive according toclaim 1, characterized in that the compressor stage (7) is a radialcompressor and/or the turbine (55) is a radial turbine or an optionallymultiple-stage axial turbine.
 19. A propeller or propeller driveaccording to claim 1, characterized in that the guide vanes or blades (112) of the axial turbine (55) are carried by the combustion-chamberhousing (65).